2013 ford focus Reviews and News

While competitors have come and gone, the Volkswagen GTI has been the model of cheap and practical performance for more than three decades. The current GTI is the sixth iteration of a progressively more perfect icon and the very definition of the hot-hatch niche. As recognition of its excellence, we have named it an All-Star five times and Automobile of the Year in 2007 and 2010.

That's not to say the GTI has always been king. It was eight years ago when Volkswagen last saw its mantle threatened. Its unlikely rival came not from fellow Europeans or the Japanese, but from a small group of Dearborn engineers working outside of their wheelhouse. Small, affordable, and competent, the 2002-2004 Ford SVT Focus was a rare achievement for Detroit, which traditionally had no problem covering the first two of those attributes but so often came up woefully short on the third. The SVT Focus was different. It was a car so involving and so well-rounded that we invoked both the BMW M3 and the Lotus brand in declaring victory over the GTI and three other sport compacts in a 2002 comparison. Then, as quickly as it arrived, the SVT Focus disappeared. Ford let the Focus languish in the North American market (while rolling out a new car in Europe) and failed to follow up on the SVT. Soon after, the GTI resumed its reign.

Now that your local Ford dealership once again has a Focus worthy of worldwide sales, there's once again a Focus worthy of competing with the GTI. Ford's new Focus ST is a paragon of the One Ford global product mantra. Engineers developed a single steering calibration, a single suspension setup, and a single tire for more than forty worldwide markets. The SVT badge is nowhere to be found because there's even a single, global name: ST, for Sport Technologies.

This battle isn't just ST versus GTI. It's also about Focus versus Golf for leadership in the compact class. The popular Ford has evolved into a bolder and more sophisticated compact car. Even though the launch of the brand-new, seventh-generation Golf and GTI is less than a year away, the outgoing version of the hatchback from Wolfsburg still oozes flair and ability.

The ST beats the strongest GTI -- equipped with the optional dual-clutch automatic transmission -- against the stopwatch, but the gap between these two contenders is small. The ST wins the 0-to-60-mph acceleration duel (6.2 versus 6.7 seconds), and it secures the maximum-velocity trophy (154 mph versus 130 mph). On paper, the Volkswagen is more economical, eclipsing the Ford's 26 mpg with an EPA combined rating of 27 mpg. Over the long weekend we spent with both cars, however, the ST had a very slight advantage, and both cars averaged slightly less than 20 mpg. Too thirsty? On an empty autobahn and on the twisties in the hinterlands near Munich the pair is always on the wrong side of the 20-mpg mark. But in Austria or Switzerland, where ubiquitous speed limits are strictly enforced, both cars put on their eco masks, curb their thirst, and practically double the driving range. Just as the performance numbers don't settle anything, money isn't the decider, either. The four-door Ford has a base price of $24,495 and the two-door VW comes in at $24,765, for a price differential of only $270. (Adding two doors to a GTI costs $600.)

Perhaps the most obvious point in favor of the ST is its energetic 2.0-liter turbo four-cylinder, which develops 252 hp -- 52 hp more than the GTI's turbocharged 2.0-liter. A high-performance, front-wheel-drive Ford? This description brings to mind the short-lived, European-market Focus RS rated at 301 hp and 325 lb-ft. Its makers claimed that they had exorcised torque steer by means of a trick front knuckle and a Quaife automatic torque-biasing differential. Despite these grand promises, the RS was notorious for excessive steering fight, so it does not come as a huge surprise that the ST displays similar tendencies.

Again, Ford employed plenty of countermeasures to address the problem, although this time they're of the electronic variety. Even equipped with Torque Steer Compensation, Torque Vectoring Control, and Cornering Under Steer Control (long live the highly imaginative marketing squad!), our bright blue hatchback nonetheless indulges in steering battles of the tallest order. Especially through tight corners, on bumpy roads, and on wet surfaces, the steering and the front wheels constantly struggle for control. The electronics can't entirely compensate for the potent coalition of power and torque. The one element that contains viable antistress vitamins is the variable-ratio, electrically assisted steering. At 1.8 turns lock-to-lock, it is sufficiently quick to let you tear through hairpins without taking a hand off the wheel. That's the good news. The bad news is that the turning circle is more F-150 than Focus. At 39.4 feet, the ST, which is shod with eighteen-inch tires, needs three more feet to move between curbs than its lesser stablemates. The turning circle of the Volkswagen is a commendably tight 35.8 feet -- so much smaller than the Ford's that you'd even notice the difference making a U-turn in the middle of a wide-open red state.

The Focus benefits from a three-stage stability control system. In addition to on and off, there is a sport mode that permits enough drama to frighten an unsuspecting passenger while avoiding proper tail-out antics. With the system deactivated, the Focus can be coaxed quite easily into some pretty hairy, Ken Block-inspired, lift-off oversteer action, but with a relatively modest 252 hp on tap, the maximum inertia rarely shines longer than through the first third of any given corner.

The GTI employs its own bevy of electronic aids to manage the front-wheel-drive dynamics: an electronic differential lock, traction and stability control, and the optional dual-clutch automatic transmission. At the limit, the Volkswagen feels better balanced and smoother than the spicy Ford, which can break away rather suddenly. Stability control can't be defeated in the GTI, and while this may be a good thing on the approach to an icy, blind, downhill switchback, it certainly affects the fun factor on the racetrack, where the VW simply cannot match the more emphatic cornering attitude of the ST.

Ford has lowered the ST chassis by 0.4 inch compared with the regular Focus and fitted firmer springs along with fixed-rate, stiffer dampers. The ST-only rear knuckles are new, as is a larger-diameter antiroll bar. The tires are 235/40YR-18 Goodyear Eagles mounted on Y-spoke aluminum wheels. The brakes are ventilated 12.6-inch discs in the front and solid 10.7-inch rotors in the back. Despite only modest changes over the standard Focus, it all works superbly: the stopping mechanism is one of the ST's undisputed strong points, especially when compared with the GTI, which is not exactly a champion of deceleration. This comes as a surprise. After all, the VW's brake discs are only a tad smaller (12.3 and 10.7 inches front and rear) and the basic setup is very similar, but the effect is less riveting than the instant response experienced in the Ford, which has more confidence-inspiring pedal feel and more stopping power at high speed. The brake pedal of the GTI is a little soft by comparison and needs more effort to deliver. It performs best in the 30 to 70 mph range, but its stamina on back roads leaves something to be desired.

Even without adjustable dampers, XXL footwear, and a paddleshift gearbox, the Focus is a pure and poised driving machine. This is a one-flavor-fits-all car, a hot hatch conceived by the global performance vehicles group for the world market, a common denominator of Ford's best-in-class ride, handling, and roadholding philosophy. The ST is not as uncompromising as the radical Focus RS, but it is more focused and more entertaining than the GTI. Take, for instance, the new EcoBoost engine. Its torque curve, which is shaped like Cape Town's Table Mountain, runs nearly flat from 2000 to 4500 rpm, producing 270 lb-ft in the process. After fifteen seconds of full-throttle acceleration, the ST will cut the overboost and chop the torque plateau to about 250 lb-ft, but it still has a sizable advantage over the Volkswagen. Yet while the GTI can muster only 200 hp and 207 lb-ft, it feels like a bigger-displacement unit and is less dependent on high revs. The GTI happily trundles along at 1500 rpm in fourth or fifth gear, pulls cleanly from 2000 rpm in sixth with whiplash vigor, and upshifts absolutely seamlessly. The 252-hp ST engine is tuned for more revs, a sportier power delivery, and more rapid throttle response, but it is busier, noisier, and not as linear as the VW engine. Thanks to a sound symposer (Ford-speak) and a sound generator (VW terminology), which establish acoustic links between the engine bay and the passenger compartment, both powerplants are remarkably melodious travel companions.

Hop in the Focus, and you will fall in love with the precise clickety-clack gearbox, the snappy clutch, the lightning-fast accelerator, and the zigzag steering. Jump in the GTI, and you will instantly appreciate the low-end torque, the fingertip transmission, the progressive handling, and the relaxed steering. These two musketeers are so different and yet so likable. The GTI is a real GT: compliant, cosseting, competent, and cool. Not enough punch? Then click in a lower gear, put the foot down, and relish the fast-forward zoom effect. Not enough hard-core action? Then work on your driving line, get the torque flow 100 percent right, or simply enjoy the stealth appeal of a car that is almost as satisfying to drive as the much more expensive Golf R.

On a good day and on the right road, the Focus ST is quicker than the GTI. On a bad day (rain) and on the wrong road (winding, uneven, dotted with gradients), however, it's at best a dead heat. The Ford struggles to get the power down in adverse conditions and tends to describe a ragged line when the visor drops, and its manual gearbox is not as efficient as VW's dual-clutch layout. The ST is wilder, louder, and meaner. It looks butch, too, with a big rear wing, an extralarge grille, flared rocker panels, and a slotted lower rear fascia. The partial-leather Recaro front seats are excellent, but you'll have to pay extra for them. Full-leather Recaros, dual-zone climate control, navigation, LED ambient lighting, and HID headlamps are also optional.

The GTI has neither the glovelike Recaros nor the high-end amenities of the Focus. The VW scores ten out of ten points, though, for its impeccable build quality, perfect driving position, comprehensive standard specification, and, above all, for its excellent ergonomics. In contrast, the dashboard of the Focus is a mess. The four main instruments are clear and legible, but the small information display between them is not, and the tiny 4.2-inch monitor in the center stack is something of a joke in the age of the iPad. Not that the GTI's wan radio/navigation head unit is aesthetically any better. The A/C controls in both cars are buried down low, but both handbrakes are still good, old-fashioned lever-operated devices, not electronic buttons. Only the ST offers a set of auxiliary readouts. Three gauges mounted high on the instrument panel display oil temperature, boost pressure, and oil pressure. Nice touch, that.

The Focus is 5.8 inches longer and 140 pounds heavier than the GTI, but the extra sheetmetal doesn't translate into more interior room. There are two fewer inches of rear-seat legroom in the Ford but more space in the cargo hold. Some may miss the compactness of the old two-door SVT Focus, but thankfully the extra head- and legroom don't compromise the dynamics of the modern four-door. The new ST is a real back-road hooligan. As soon as the going gets tough, the intrepid Ford will roll up its sleeves, take a deep breath, and assume total attack mode. Screaming from apex to apex, flying over brows, and crashing into dips, the Focus prepared by the Special Vehicle Team snaps after every pothole, kicks every ridge, and fights every surface change. Corner by corner, the blue streak will tighten the line a little bit more, push the braking point deeper and deeper into the bend, celebrate the fine art of lift-off oversteer, turn in eerily late yet never lose composure or adhesion. This awesome performance is accompanied by a spine-tingling soundtrack composed of tires howling for mercy, turbocharger vanes whining under full boost pressure, and ABS/ESP chips snarling in despair. Criticism? Maneuverability suffers from the oversize turning circle, the steering keeps pulling and tugging in protest, and the suspension setup is as stiff as a dry martini on the rocks.

Step out of the Ford and into the VW, and you enter a different world. It is quieter, less mechanical and physical, more structured and refined, German engineering wrapped in German build quality. Sehr schoen. The GTI is creamy and seamless, a tall-gear-and-low-revs express, very well balanced and very quick. If the ST is a slalom king, then the GTI is a master of winding roads. What this car does best is pick up momentum and carry it through, constantly compressing and expanding energy like one big muscle on wheels, totally elastic and yet absolutely sure-footed, an intelligent projectile that has learned to fly up and down, left and right, slower and faster. Even on the optional nineteen-inch Pirelli PZeros (a size not offered in the States), the car from Wolfsburg is more compliant, more comfortable, and more laid-back than the ST. True, the VW's steering is not as quick as the lightweight direction-finder fitted to the Ford, but it is less nervous at high speed and doesn't allow torque to work your palms as hard as the ST. This overriding smoothness is further enhanced by the dual-clutch automatic transmission, which never ever puts a single dent into the perfectly progressive acceleration curve. Things to be improved? The brakes are too soft, the fuel consumption is too high, and the list of available high-tech extras is too short.

These are two different cars for two different types of customers. An ST buyer might briefly look at the GTI, but the mind-set of a prospective Volkswagen owner is probably too resolved to consider the extroverted Focus. As is almost always the case, the final decision is a matter of taste and ability. Both contenders are seriously quick, but the Focus is sharper-edged. Always on the prowl, dynamically quite radical, and totally committed, the ST is a highly involving hot hatch -- despite and because of its rough-and-ready personality. It is, in a nutshell, the better choice for young and keen drivers and fashion-conscious street jockeys. In the other corner of our imaginary ring sits the VW, which is is better balanced, less playful, and more mature than its challenger. A deceptively quick cruiser, the sixth-generation GTI might be ultimately less engaging than the Focus, but it is finely honed and complete, a master of the nuances of motion, an amazingly versatile tool, and truly rewarding to drive. On Sunday mornings, after a round of golf or for that impromptu back-road detour, you would invariably reach for the Ford keys. At other times, however, most of us might be better off with the fob that reads GTI.

The spiciest Focus on the menu was prepared by the chefs of the Global Performance Vehicle Group in close cooperation with Ford of Europe's Team RS and the American Special Vehicles Team, SVT. "It's a one-fits-all-markets concept," explains the project leader, Dieter Schwarz. "Design, engine specification, chassis calibration, and tire choice are exactly identical, regardless of whether the car is sold in Beijing, Los Angeles, or London. We are convinced we have found a global setup that fuses performance and comfort with practicality and affordability."

Like most modern turbo engines, the 2.0-liter EcoBoost, which develops 252 hp and 270 lb-ft of torque, sounds more characterful than its normally aspirated sibling, and it fields a broader bouquet of dynamic talents, too. It is hard not to be smitten by the faint turbocharger whine on overrun, the spine-tingling intake rasp which turns into a dense full-bodied hum at only 2000 rpm, or the colorful exhaust note that varies from blat-blat impatient to no-holds-barred thunderous. To transmit the acoustic action into the cabin, the engineers installed a so-called sound symposer in the firewall. Add to this the catchy background tune played by the large dual tailpipes, and you can probably imagine why this Ford is truly a stereophonic treat. It also is a rapid machine. On dry blacktop, the ever-eager compact will zip in 6.5 seconds from 0 to 62 mph and on to a maximum of 155 mph. Thanks to a low-inertia charger, variable valve timing, and direct injection, the 2.0-liter four suffers virtually no turbo lag, tardy throttle response, or meager bottom-end torque.

The only transmission available for the Focus ST is a six-speed manual, but it's a slick one. Our only reservation concerns the excessively tall top gear --it undoubtedly helps to save fuel but forces you to downshift rather too frequently to keep up the momentum at freeway speeds. Despite a brigade of electronics, there is still a fair bit of steering fight involved when you push the car hard, especially in the wet. Torque Steer Compensation, Torque Vectoring Control, and Cornering Understeer Control, together with ESP, which can be deactivated in two steps, aim to synchronize the steering input and the torque flow without putting too many dents into your chosen line. This mission is accomplished as long as you're not driving all out; push it hard, however, and the 252-hp Focus ST can be a handful.

One change from the standard is the addition of variable-ratio sport steering. The rack-and-pinion device feels quite light at low speeds but firms up nicely as the mph readout rises. The calibration is so direct that you can keep your hands on the helm when racing through hairpins, where one armful of lock is all it takes to master a 180-degree corner. At the same time, the steering is relaxed enough at triple-digit speeds that a quick flick of the wheel won't upset the car's stability. But there are drawbacks. On rough pavement, the front suspension kicks and tugs like one remembers it from the old days, which means that going fast entails a fair amount of adjusting and correcting. It's fun, but it ain't smooth. The other complaint concerns an underlying artificiality that can on its own tighten or slacken the line, depending on radius, steering angle, and vehicle speed. The intent is laudable, but at the end of the day I felt that less electronic intervention would result in a more natural and intuitive driving experience.

When you switch off ESP, you also disable traction control, thereby clearing the stage for a good bit of lift-off oversteer. In this zero-interference mode, the ST can be a truly wild thing, sliding and carving, swinging like an angry pendulum from wide-eyed understeer to arms-crossed oversteer. To improve grip, Ford equipped the most ambitious Focus with special-compound Goodyear Eagle AS2 tires (235/40R-18), lowered the ride height by 10 mm, and fitted tauter springs and non-adjustable dampers together with redesigned knuckles and fatter anti-roll bars. Although the Brembo brakes used by many competitors are conspicuous by their absence in the ST, the four discs (large inner-ventilated 12.6-inch rotors in the front) keep the 3000-pound Focus in check at all times.

At $24,495, the Focus ST plays in an almost deserted segment that used to be owned by the Japanese and the Europeans. Just about the only remaining rivals are the Mazdaspeed 3, the Volkswagen GTi and, to a lesser extent, the winged and turbocharged Mitsubishi and Subaru twins. The Ford ST is not exactly a world-beater in terms of refinement, handling balance, or ergonomics. But it does offer a lot of car and performance for the money, it scores an undisputed ten on the entertainment scale, and it won't fall apart when pushed to the limit. All that distances the high-performance Focus from real greatness is some fine-tuning. We'd like to see the computer-controlled cleverness scaled back in favor of a more homogenous steering and suspension setup. And while Ford is at it, its engineers and designers could bring some order into what must be one of the world's messiest center stacks.

New For 2013

The long-awaited, enthusiast-oriented Focus ST hatchback, powered by a 252-hp turbo four-cylinder mated to a six-speed manual, debuts for 2013. The SEL model has been discontinued, as has the sport package for the SE. The Titanium can now be had with a five-speed manual in addition to the six-speed dual-clutch automatic.

Overview

Ford presented an all-new Focus last year, and the public has responded by making it one of the company’s most popular vehicles. Like the smaller Fiesta, the Focus is edgy and sporty, and it is available as a four-door sedan or a four-door hatchback. A 2.0-liter four-cylinder that produces 160 hp and 146 lb-ft powers S, SE, and Titanium models. A five-speed manual transmission is available only on the uplevel Titanium, meaning that the six-speed dual-clutch automatic will be the most popular choice. The Focus handles well, with little body roll and crisp turn-in, especially when equipped with the sport package (on Titanium models). True enthusiasts will rejoice to learn that the Focus ST hatchback is now available. The high-performance ST has a 252-hp turbocharged EcoBoost four-cylinder engine, a six-speed manual transmission, a sport-tuned suspension, and a stability control system that has a sport mode for tail-out antics. All Focuses have seats that are uncommonly comfortable and a cabin that features a well-designed center stack and lots of available amenities, such as a rearview camera and Wi-Fi capability. The SFE (Super Fuel Economy) Package gets the Focus 40 mpg in highway driving. Speaking of fuel economy, an electric Focus recently debuted. It costs a rather pricey $39,995, although it is eligible for a federal tax credit.

Safety

Front, side, and side curtain air bags; ABS; traction and stability control; tire-pressure monitors; and blind-spot mirrors are standard. Programmable MyKey is standard on all but the S sedan. A rearview camera and a reverse sensing system are standard on the Titanium.

You'll like:

Looks good, handles well

Good fuel economy

Hot ST version

You won't like:

Confusing MyFord Touch

Electric version is expensive

Key Competitors For The 2013 Ford Focus

The typical stereotype of sport compact drivers are males in their young twenties, many living at home, and deserved or not, a "Pizza Hut" or "Domino's" light-up display on the roof. But for the Ford Focus ST, the Euro-inspired hot hatch is attracting some of the most affluent buyers to the brand. The company claims 32 percent of Focus ST buyers are under 35 years old, compared to 22 percent for the Focus line overall, with an average household income of $127,000, compared to $67,000 for non-ST Focus models, and $107,000 for the Ford brand overall. Among Focus ST buyers, 32 percent are younger than 35, compared to 22 for the entire Focus line.

Many of my non-enthusiast friends have asked me why they always see me driving a Ford Focus. They know I’m a huge car geek, and that I care about special cars. They don’t realize I’ve been a fan of the Focus since it was launched in North America in late 1999. As I noted in earlier posts in this series, I loved my daily driver Focus when I lived in England. It’s frustrating that many Americans see the Focus as a cheap, basic economy car. Given the features and available options, it’s anything but.

How good is the Ford Focus ST on the track? This street car doesn’t even represent the ultimate Ford performance series. That would be the RS, a line that relegates STs to step-up status from standard models. Rumor is that Ford will bring the RS version of the current Focus to the U.S., to become the first Rally Sport model sold here.

If you're looking for something more unique than the KTM X-Bow or the Ariel Atom, Vuhl's new 05 lightweight supercar may whet your appetite. Powered by a version of Ford's 2.0-liter turbo-four EcoBoost engine, the Vuhl 05 is good for 285 hp and 152 mph. Enthusiasts may recognize the EcoBoost I-4 from the 2013 Ford Focus ST.

It’s frustrating that many people in the USA continue to see the Ford Focus as a cheap, basic economy car. Maybe it’s a hangover from the small-car hatchback stereotype. Maybe it’s that Ford only recently begun to improve its image here. Given the features and available options inside the newest Focus, it’s anything but an economy car.

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Safety

Sound & Entertainment

Warranty

Vehicle

36,000 miles / 36 months

Powertrain

60,000 miles / 60 months

Corrosion

Unlimited miles / 60 months

Roadside

60,000 miles / 60 months

Recalls

Recall Date

12-31-1969:21:35:21

Component

EQUIPMENT

Summary

This recall involves aftermarket parts sold by Yakima Products, Inc. for use on model year 2012 and 2013 Ford Focus vehicles. This recall is being conducted by Yakima, not by Ford. Certain combined Q-Tower and Q128 Clip rooftop rack systems, part numbers 8000124 and 8000728, do not fully contact the door frame.

Consequences

Without proper contact of the rooftop rack clip to the door frame, there is insufficient clamping pressure and friction. The system may slide off the vehicle when loaded with accessories, possibly becoming a road hazard to other vehicles or causing injury to pedestrians.

Remedy

Yakima will notify owners, and Yakima or a Yakima dealer will refund the purchase of the Q-Tower and Q-128 Clip system. There is no replacement system available for the 2012-2013 model year Ford Focus. The safety recall began on October 15, 2012. Only vehicles equipped with the vehicle rack system are affected. This recall is being conducted by Yakima, not Ford. Owners may contact Yakima at 1-888-925-4621.

Potential Units Affected

440

Notes

YAKIMA PRODUCTS, INC.

Recall Date

12-31-1969:21:35:30

Component

LATCHES/LOCKS/LINKAGES

Summary

Ford is recalling certain model year 2013 Focus and C-Max vehicles built from November 16, 2012, through November 21, 2012; and model year 2013 Escape vehicles manufactured from November 14, 2012, through November 21, 2012. The left rear door child lock was built incorrectly. As a result, the child lock may not engage when the operator uses normal force to activate the child lock.

Consequences

The operator may incorrectly believe the child lock is engaged. However, the door may be opened from the inside, increasing the risk of injury to an unrestrained child.

Remedy

Ford will notify owners, and dealers will inspect the affected rear door latches, and replace them as necessary, free of charge. The recall began on March 27, 2013. Owners may contact Ford Motor Company Customer Relationship Center at 1-866-436-7332.

Potential Units Affected

5,675

Notes

Ford Motor Company

Recall Date

12-31-1969:21:35:30

Component

EXTERIOR LIGHTING

Summary

Ford is recalling certain model year 2012-2013 Focus BEV vehicles equipped with High Intensity Discharge (HID) headlights, manufactured September 15, 2011, through May 6, 2013; and model year 2013 Focus ST vehicles equipped with High Intensity Discharge (HID) headlights, manufactured February 16, 2012, through May 7, 2013. Due to a wiring incompatability, the front side marker lamps may not function. Thus, these vehicles fail to comply to the requirements of Federal Motor Vehicle Safety Standard (FMVSS) No. 108, "Lamps, Reflective Devices, and Associated Equipment."

Consequences

Without the proper illumination of the side maker lamps, the vehicle may be less visible in night time conditions, increasing the risk of a crash.

Remedy

Ford will notify owners, and dealers will modify the headlamp assembly wiring, free of charge. The recall began on August 16, 2013. Owners may contact the Ford customer relationship center at 1-866-436-7332. Ford's recall number is 13C04.

Potential Units Affected

6,308

Notes

Ford Motor Company

Recall Date

12-31-1969:21:35:40

Component

ELECTRICAL SYSTEM:WIRING

Summary

Ford Motor Company (Ford) is recalling certain model year 2013-2014 Escape vehicles manufactured October 5, 2011, to April 1, 2013, and equipped with 2.0 liter engines and Focus ST vehicles manufactured February 14, 2012, to October 14, 2013, and equipped with 2.0 liter engines. Insufficient compression in the engine wiring harness splices to the Manifold Absolute Pressure (MAP) sensor may provide incorrect signals to the powertrain control module (PCM).

Consequences

The incorrect signals could cause the vehicle to hesitate or the engine to stall, increasing the risk of a crash.

Remedy

Ford will notify owners, and dealers will replace the current crimped splices with new splices, free of charge. The recall began in October 2014. Owners may contact Ford customer service at 1-800-392-3673. Ford's number for this recall is 14S17.